Pivotal coupler



May 8, 1934 s. B. HASELTINE 1,957,644

PIVOTAL COUPLER Filed vMarch 6. 1931 Patented May 8, 1934 UNTE PIVOTAL CUPLER Stacy B. Haseltine, Chicago, Ill., assignor to W. H.

Miner, Inc., Chicago, Ill., a corporation of Delaware Application March 6,

6 Claims.

This invention relates to pivotal couplers.

One object of the invention is to provide a coupler for railway draft riggings wherein the coupler has a pivotal butt block attached thereto permitting lateral swinging movement of the coupler in service, the pivotal or swivel connection between the butt block and the shank proper of the coupler being provided by direct interengagement of the block and shank, thereby avoiding the use of additional connecting means such as a pivot pin, thus greatly increasing the ruggedness and strength of the pivotal connection.

A more specific object of the invention is to provide a coupler having lateral swinging movement, including a swivel butt block comprising a U-shaped member engaged through a curved guide opening in the coupler shank and having the arms thereof projecting rearwardly and abutting a plate-like member having lost motion connection with the shank proper of the coupler and bearing engagement with the usual front follower of the railway draft rigging.

Another object of the invention is to provide a coupler having a pivoted butt block wherein the rear end portion of the coupler shank is forked thereby providing spaced top and bottom arms, and wherein each arm of the forked portion has trunnion means thereon, the trunnion means of the two arms 'together providing pivot means on which the butt block is directly swiveled, the butt block at the forward side thereof also having bearing engagement with the coupler shank proper along curved bearing surfaces disposed forwardly of the trunnion means.

Other objects of the invention will more clearly appear from the description and claims hereinafter following.

in the drawing, forming a part of this specification, Figure 1 is a horizontal, longitudinal, sectional view through the underframe structure of a railway car, at one end thereof, illustrating my improvements in connection therewith. Figure 2 is a longitudinal, vertical, sectional View corresponding substantially to the line 2--2 of Figure l, the underframe structure of the car being omitted in Figure 2. Figure 3 is a view similar to Figure 1, illustrating another embodiment of the invention, the underframe structure of the car not being shown in this figure. And Figure 4 is a vertical, longitudinal, sectional view corresponding substantially to the line 4-4 of Figure 3.

Referring first to the embodiment of the invention illustrated in Figures l and 2, 10-10 improvements in 1931, Serial No. 520,494

indicate channel shaped center or draft sills of t a railway car underframe, having a striking casting l1 secured to the outer ends thereof. The striking casting has the usual carry iron member l2 secured thereto, a bearing or wear plate 13 being seated on the carry iron. The sills 10-10 are provided with the usual cheek plates 14-14 having coupler key guide slots 15-15 therein. As will be understood, the railway draft rigging includes the usual yoke member within which the follower means and shock absorbing mechanism is disposed. The yoke member herein illustrated is of the horizontal type and the outer ends of the side arms thereof only are shown, said arms being indicated by l6-16. The arms 16-16 have the usual coupler key receiving slots 17-17 therein.

My improvements, as illustrated in Figures 1 and 2, comprise broadly a coupler A; a U-shaped bearing block B; an abutment plate C; and a coupler key D.

The coupler A, as will be understood, is provided with the usual head, not shown, at the outer end thereof. The shank of the coupler is preferably tapered inwardly, as clearly shown in Figure l, and the rear end portion thereof is forked, as shown in Figure 2. The sections of the forked end provide top and bottom rearwardly projecting arms 20-20 which are of the hormontal section shown in dotted lines in Figure 1. At the inner ends the top and bottom arms are cut away angularly at opposite sides of the longitudinal center line of the gear as shown in Figure 1. At the inner ends the arms 20-20 are provided with trunnion-like members 21-21 which are in vertical alignment. The coupler shank proper is provided with a transverse, vertical bearing surface 22 between the arms 20-20, said surface being concave and curved concentric to the outer bearing surfaces of the trunnion members 21--21.

The bearing block B has a curved section 23 which is of U-shaped form and is disposed within the opening provided between the curved wall 22 of the coupler shank and the curved front faces of the trunnion members 21-21. As will be evident, top and bottom bearing pockets 24-24 are thus provided at the inner end of the block B which receive the trunnion members 21-21. Both the block and the coupler shank proper are transversely slotted, as indicated at 25, thereby providing a transverse coupler key receiving slot or opening. The rear wall of the coupler key receiving slot is indicated by 26, and as most clearly shown in Figure 1, provides abutment means at opposite sides of the block for the coupler key.

The abutment plate C comprises a relatively thick vertical section 27 having a flat rear face 28 which cooperates with the usual front follower of the railway draft rigging. At the forward side the plate C is provided with a central lug 29 which is disposed between the inner ends of the trunnion members 21-21 and has a curved edge face which is accommodated within the curved opening provided between the arms of the U-shaped block B. The plate C is also provided with top and bottom forwardly projecting flanges 30--30 which overhang the inner ends of the arms 20-20 of the forked portion of the coupler shank and prevent spreading of these arms. In order to anchor the plate C to the coupler shank, a pin 31 is provided which extends through aligned openings in the flanges 30-30, the trunnion members 21-21 of the arms 20-20, and through the lug 29 at the center of the plate C. As most clearly shown in Figure 2, the openings through which the pin 31 passes are of larger size than the cross section of the pin, thereby providing a certain amount of clearance. The pin is thus relieved of strain or stress although it permanently anchors the plate C to the coupler shank. The pin 31 is preferably headed at the upper end and is secured at the lower end by means of a cotter member extending transversely through the pin and the flange 30 of the plate C. The plate C is further provided with relatively heavy side walls 32-32 which connect the top and bottom flanges and the central lug 29, The pockets thus provided in the plate C, above and below the lug 29, are of such a size as to provide ample clearance between the walls thereof and the inner end of the coupler shank to permit of the necessary lateral swinging movement of the coupler without actual Contact with said walls.

In attaching the swivel butt block means to the coupler shank proper, the block B is -first applied by inserting one of the arms thereof within the opening between the trunnions 21-21 and the concave bearing surface 22 of the shank of the coupler and turning the block about the trunnion members until it assumes the position illustrated in Figure 1. The abutment plate C is then attached by engaging the top and bottom flanges thereof over the arms 20-20 of the coupler shank and inserting the projecting lug 29 between said trunnions. The plate C is then anchored to the coupler shank by means of the pin 31.

The operation of my improved coupler during service is as follows: During a buifing action of the draft rigging the coupler A will be forced rearwardly and the pressure transmitted from the concave bearing surface 22 thereof to the bearing block B. Inasmuch as the bearing block directly engages the abutment plate C, the pressure is transmitted from the block B directly to the abutment plate C, which plate in turn transmits the force to the front follower of the railway draft rigging. All swivellinCr action during inward or buing movement of the coupler shank takes place between the curved bearing surface 22 of the coupler shank and the curved front face of the block B. Inasmuch as the coupler key D bears on the rear end wall of the slot in the block B, there is substantially no angular displacement of the key during the swiveling action. Upon a pulling or draft action being applied to the coupler A, the pull is transmitted through the trunnions 21-21 of the arms 20-20 directly to the concave rear bearing surface of the block B. Inasmuch as the block directly engages the key D, the pin 3l is not subjected to any strain. Forward movement cf the coupler key D causes outward movement of the yoke in a well understood nanner.

Referring next to the embodiment of the invention illustrated in Figures 3 and 4, my improved construction comprises broadly a coupler E; a swivel butt block F; a coupler key G; and a tie member H.

The coupler E is of a construction similar to the coupler A hereinbefore described and has the enlarged rear end of the shank portion thereof forked, thereby providing spaced top and bottom arms l0- 40. These arms are provided with trunnion members L11-41 on the inner sides thereof, which trunnion members are similar to the members 21 hereinbefore described in connection with Figures l and 2. Between the arms litl-40 the coupler shank proper has a vertically disposed transverse bearing surface 42 which is concave, as clearly indicated in Figure 3.

The bearing block F has a curved U-shaped section 43 which is disposed in the opening between the concave wall 42 and the trunnion members L -i1. The block F further includes a central horizontally disposed, relatively thick web 44 which connects the side arms of the U-shaped section 43 and is disposed between the inner ends of the trunnion members Lll-fll. Bearing seats 45--45 are thus provided at the top and bottom of the block F which accommodate the trunnion members 41-41. The block is of such a length as to project rearwardly beyond the coupler shank proper, said rear end portion of the block presenting a fiat transverse abutment surface 46 which cooperates with the usual front follower of the railway draft rigging. The forward portion of the block and the adjacent section of the coupler shank are slotted, as indicated at 47, to receive the coupler key G which connects the coupler to the usual yoke member.

The arms 1D-4.0 of the forked end portion of the coupler shank are tied together by the member H, which is in the form of a rivet extending through these arms. In order to assure proper' engagement of the cooperating bearing surfaces of the butt block F and the shank of the coupler, the web portion 44 of the block is provided with an opening 48 of considerably greater size lengthwise of the rigging than the shank of the rivet member. The rivet member is thus freed from any pressure exerted through the butt block F.

The butt block is applied to the coupler shank by inserting one of the arm members within the opening between the curved bearing surface 42 and the trunnion members Litl-i1 and then sliding the block while rotating the same on the trunnions fil- 41. sition shown in Figure 3, the key may be inserted within the key opening 47 and connected to the yoke member in the usual manner.

In a draft or pulling action, the force is transmitted from the coupler E through the trunnions lil-el directly to the butt block F and from the latter to the key G. At this time the swiveling movement takes place entirely on the cooperating curved bearing surfaces of the trunnion members of the coupler shank proper and the 'i concavesurfaces of the trunnion receiving seats of the butt block. Upon inward movement of the coupler during a buning action the force is transmitted directly through the concave bearing surface 42 of the coupler shank to the curved When the block is in the pofront bearing surface of the block F. Inasmuch as the block F directly bears on the usual front follower and is swiveled to the coupler shank, swinging movement of the coupler is permitted without any tendency of the block F to rock on the front follower. The inner ends of the arms l0-40 of the coupler shank are preferably rounded, as shown in Figure 3, to provide proper clearance during lateral swinging movement of the coupler E.

From the preceding description taken in connection with the drawing, it will be evident that I have provided an exceedingly simple, efficient and rugged swivel connection for coupler members, by the use of which all such connecting means as pivot pin members are dispensed with. Further, the forked construction of the swiveled end of the coupler shank proper is materially strengthened by the provision of tie means which joins the arms of the forked member.

I have herein shown and described what I now consider the preferred manner of carrying out my invention, but the same is merely illustrative and I contemplate all changes and modifications that come within the scope of the claims appended hereto.

I claim:

1. In a coupler connection for a railway draft rigging including a movable pressure-transmitting member, the combination with a coupler having a shank terminating in spaced top and bottom arms, clearance being provided between the pressure transmitting member and the inner end of the coupler shank said arms having vertically aligned spaced trunnions on the inner sides thereof, said shank having a transverse curved bearing surface between said arms forwardly of said trunnions; of a butt block comprising a transverse section terminating in rearwardly extending portions embracing said trunnions at opposite sides, said transverse section and rearwardly extending portions being of a vertical height to substantially occupy the vertical space between said arms, said rearwardly extending portions bearing throughout their height on said pressuretransmitting member, said transverse section of the block being disposed in the opening between the arms of said shank forwardly of said trunnions and having a curved front bearing surface engaged by said curved surface of the shank, said coupler shank bearing only on said curved surface of the butt block in buff.

2. In a device of the character described, the combination with a coupler having a shank forked at the rear end, thereby providing horizontally disposed spaced arms, each of said arms having a vertically disposed trunnion on the inner side thereof, the trunnions of said arms being in vertical alignment, said shank having a curved bearing surface between said arms forwardly of said trunnions and concentric therewith; of a butt block having a curved section disposed between said bearing surface and trunnions, said bearing surface corresponding in height tothe spacing between said arms, and a web section disposed between said trunnions, said curved-section of the block being engaged by the curved surface of said shank and receiving the entire buffmg force from the coupler, said curved section of the block extending rearwardly at opposite sides of the trunnions in embracing relation with said trunnions and terminating rearwardly beyond the rear end of the coupler shank proper, said curved section having a flat transverse end face bearing throughout its height on the usual front follower.

3. In a device of the character described, the combination with a pressure transmittingmember; of a coupler having a shank portion provided with a forked inner end, the arms of said forked end having opposed trunnion means on the inner sides thereof, said shank having a curved bearing seat between said arms forwardly of said trunnions corresponding in height to the spacing between said arms; a butt block swiveled in said bearing seat, said block corresponding in height to said seat and having a front bearing surface engaged by said curved seat, said block having the rear ends and the arms thereof bearing on the pressure transmitting member to hold the rear end of the coupler shank spaced from said pressure transmitting member rearwardly opening top and bottom recesses therein, said recesses being spaced from the sides of said block and accommodating said trunnion means; and tie means connecting the arms of said forked portion to prevent spreading thereof.

4. In a device of the character described, the combination with a coupler having a shank provided with a forked rear end, the sections of said forked end having opposed, vertically aligned trunnion members on the inner sides thereof, said shank having a curved bearing surface between said sections forwardly of the trunnion members; of a butt block having a curved front bearing surface engaged by said curved surface of the shank, said block having rearwardly opening top and bottom seats spaced inwardly from the sides of said block, within which the trunnion members are respectively accommodated, said block being of a vertical height throughout to substantially t between said arms and having a flat transverse rear abutment face; and an abutment plate on the forward side of which the rear abutment face of said block bears, clearance being provided between the rear end of the coupler shank and the forward side of said plate said abutment plate having a lost motion connection with the coupler shank.

5. In a device of the character described, the combination with a coupler having a shank provided with a forked rear end defining spaced top and bottom arms, said arms having opposed, vertically aligned, interior trunnion members thereon and said shank having a curved bearing surface between said arms, said bearing surface extending from one arm to the other; of a butt block of a vertical height throughout corresponding substantially to the spacing between said arms, said block having a fiat transverse rear abutment face throughout its vertical height and a curved front bearing surface coextensive in height with and engaged by said curved surface of the shank and receiving the buing force from the coupler, said block also having rearwardly opening top and bottom recesses spaced from the sides of the block, within which the trunnion members are respectively accommodated; and an abutment plate on the forward side of which the rear end of said block bears, said abutment plate having the forward side thereof spaced from the rear end of the coupler shank and being provided with top and bottom anges embracing the arms of said forked rear end of the coupler shank to tie said arms together.

6. In a device of the character described, the combination with a coupler having a shank provided with a forked rear end, thereby dening top and bottom arms, said arms having opposed, vertically aligned trunnion members thereon spaced inwardly from the sides of the shank and said members are respectively accommodated; and an abutment plate on which the rear of said block bears, clearance being provided between the forwardly facing surface portion of said plate and the coupler shank said abutment plate being of a vertical height at least as great as said block and having a web disposed between the trunnion members of the coupler shank.

STACY B. HASELTINE. 

